Fluid pressure brake



FLUID PRES SURE BRAKE Filed May 2, 1955 8 Sheets-Sheet 1 INVENTOR ELLISE. HEWITT ATTORNEY Feb. 23, 1937.

FLUID PRES SURE BRAKE 25/ I v f a 7 29 252 249 24 ELLIS EHEWITT 10 K 4BY ATTORNEY /97 Z07 E. E. HEWITT I. 2,071,755

Feb. 23, 1937. E. HEWITT 2,071,755

. 4 I 'FLUID PRESSURE BRAKE Filed May 2. 1955 8 Sheets-Sheet 4 Fi Q16 l93 253 252 22523 Z55 Z74 I INVENTOR ELLIE E; HEWITT ATTORNEY Feb.'f23,1937. E, E, HEWWT 5 2,071,755

FLUID PRESSURE BRAKE Filed May 2, 1955 8 Sheets-Sheet '7 5/5 azz 3z/Fig. 26,

. INVENTOR ELLIS EI. HEWITT ATTOPNF'V Feb. 23, 1937. E. E. HEWITT I2,071,755-

7 I I FLUID PRESSURE BRAKE Filed May 2, 1955 8 Sheets-Sheet 8 Fig. 27

k- INVENTOR ELLIE E.HEWITT ATTORNEY I UNITED STATES OFFIE FLUID PRESSUREBRAKE Ellis E. Hewitt, Edgewood,

Brake Company,

Westinghouse Air Pa., assignor to The Wilmerding,

Pa., a corporation of Pennsylvania Application May 2,

44 Claims.

This invention relates to fluid pressure brakes, and particularly tosafety car equipment for operating fluid pressure brakes.

It is an object of my invention to provide safety car equipment ofimproved character, including an improved door control device, acombination door and sanding control device, a manu ally operatedcombination brake and sanding control device, and a foot operatedservice brake and dead mans emergency control device.

Another object is to provide various arrangements of the above-indicatedcontrol devices, suited to different service requirements.

Another object is to provide a mechanism for so interlocking a brakecontrolling valve device and a door control device that the valve devicemust have been operated toeffect at least a predetermined bralzecylinder pressure suflicient to stop the car in effecting a serviceapplication of the brakes, before the door control device may beoperated to a door opening position and so that operation of the valvedevice to release the brakes is prevented unless the door control deviceis in door closing position.

Another object is to provide an interlocking mechanism of the characterjust indicated, adapted to permit reduction in brake cylinder pressure,upon the initiation of release of the brakes after a service applicationof the brakes and without operating the door control device to doorclosing position, to a degree merely sufficient to hold the car at restand substantially less than the predetermined degree of brake cylinderpressure which must be attained before operation of the'door controldevice to door opening position is permitted.

A further object is to provide an operating mechanism adapted tomaintain a manually operated brake control device in a serviceapplication position to which it is operated, notwithstanding thatmovement to a service application position is yieldingly resisted andthat the force applied to operate the control device is relieved orremoved.

The above and other objects made apparent hereinafter, are attained byillustrative embodiments described hereinafter and shown in theaccompanying drawings, wherein Figure l is a diagrammatic elevationalview, of a safety car control equipment embodying features of myinvention,

Figure 2 is an enlarged elevational view, partly in section, showingdetails of construction of the door controlling device, the handoperated brake and sand control device, and the foot operated brakecontrol device shown in Figure 1,

Figure 3 is a fragmentary plan view, partly broken away, of the doorcontrolling device shown in Figure 2,

1935, Serial No. 19,378

Figure 4 is a sectional view, taken on line i4 of Figure 2,

Figure 5 is a fragmentary sectional view, on line 5-5 of Figure 3,

Figure 6 is a fragmentary plan view of the 5 hand operated brake andsand control device shown in Figure 2,

Figure '7 is a sectional view, of Figure 2,

Figure 8 is a fragmentary sectional view, taken 10 on line 8-8 of Figure'7,

Figure 9 is a plan view of the foot operated brake control device shownin Figure 2, the cover plate being removed and the foot pedal beingbroken off, 15

Figure 10 is a sectional view, Ill- 48 of Figure 9,

Figure 11 is a sectional view, taken on line ll-ll of Figure 2,

Figure 12 is a fragmentary enlarged sectional View, showing in furtherdetail the foot operated brake controlling device of Figure 2,

Figure 13 is a fragmentary sectional view, taken on line i3-I3 of Figure12, and showing a detailof construction whereby the foot pedal of thefoot operated control device is held in position,

Figure 14 is an elevational view, partly in section, of the operatingmechanism whereby association of the hand operated brake control deviceand foot operated brake control device is effected, and wherebyinterlocking of the door controlling device and the hand operated andfoot operated brake controlling devices is effected,

Figure 15 is a sectional view, taken on line I5l5 of Figure 14,

Figure 16 is a sectional view, Iii-46 of Figure 14,

Figure 17 is a fragment of the Figure 16, and having a portion Figure 18is a sectional View, iii-E8 of Figure 16,

Figure 19 is a sectional view, taken on line l9-i9 of Figure 16,

Figure 20 is an enlarged fragmentary elevational View, partly insection, of a modification of the equipment shown in Figure 1,

Figure 21 is a fragmentary plan view, partly broken away, of the doorand sand control device shown in Figure 20,

Figure 22 is a fragmentary on line 22-42 of Figure 21,

Figure 23 is a fragmentary sectional view, taken on line 23-23 of Figure21. 55 Figure 24 is a sectional view, taken on line 24-24 of Figure 20,showing a modification of the operating mechanism of Figure 14 adaptedto the requirements of the equipment employed in Figure 20, 60

taken taken on line 1-! taken on line taken on line view shown in brokenaway, taken on line sectional view, taken suitable type and, as shownFigure 25 is an enlarged fragmentary elevational View, of anothermodification of the equipment shown in Figure 1,

Figure 26 is a sectional 2626 of Figure 25.

Figure 27 is arr enlarged fragmentary elevational view, partly insection of a further modification of the equipment shown in Figure 1,and

Figure 28 is a sectional view, partly broken away, taken on line 28-28of Figure 27.

Referring to Figure 1, the apparatus of the embodiment shown, includes amain reservoir 30 which is supplied with fluid under pressure from acompressor (not shown), a sanding reservoir 3|, a brake cylinder 32, aself-lapping brake controlling valve device 33, an automatic sandingvalve device 34, and a double check valve device 29. Disposed,respectively, at opposite ends of the car are a pair of manuallyoperated door view taken on line control devices 35 and 36', a pair ofmanually operated brake and sanding control devices 31 and 38, a pair offoot operated service and dead mans emergency brake control devices 39and 40, a pair 4| and 42, a pair of sanding devices 43 and 44, and apair of nonreturn check valve devices 45 and.

The self-lapping brake valve device 33 and the automatic sanding valvedevice 34 may be of any illustratively, are identical with thecorresponding devices fully shown and described in the copendingapplications of David W. Lloyd, Serial No. 698,242 and Serial No.698,243, both of said applications being filed on November 16, 1933 andassigned to the 35 assignee of this application.

A brief description of the valve devices 33 and 34 should thus sufficefor present purposes. The self-lapping brake valve device 33 is manuallyoperated to effect a service application of the brakes by means of anoperating lever 41, normally yieldingly urged into the release positionthereof shown in Figure l, by a spring 48, and adapted to be rotated ina clockwise direction by a pulling force on cables or rods 49 and 5|,secured respectively at opposite ends of lever 41 and extendingrespectively to opposite ends of the car. The lever 41 is keyed orotherwise suitably secured to an operating shaft 52 which extends intothe casing of the valve device 33 and which is adapted by rotationthereof to effect operation of the supply and release valves (not shown)therein.

A fluid pressure actuated piston device 53 may also be provided, adaptedto be supplied with fluid under pressure through a pipe 54, foroperating the lever 41 or for preventing movement of the lever 41 backto release position under certain conditions, for example, as long as apassenger depresses a treadle device or as long as a door on the car isopen, after the manner disclosed in my copending application, Serial No;698,231, filed November 16, 1933 and assigned to the assignee of thisapplication.

Rotation of lever 41 in a clockwise direction operates valve device 33so as to supply fluid under pressure from main reservoir 30 to the brakecylinder 32, to effect an application of the brakes, through pipes 55,56, 51, valve device 33, and pipe 58, the degree of brake cylinderpressure attained being in proportion to the degree of movement of lever41 out of release position.

A fluid pressure actuated piston device (not shown), within the casingsection 6| of the valve device 33, is efiective to so operate the valvedevice 33 as to cause an emergency application of the brakes when thefluid under pressure normally supplied thereto through a safety controlpipe 62 is vented.

The automatic sanding valve device 34 is normally conditioned toestablish communication from a branch pipe 64 opening into pipe 51, to apipe 65 leading to the sanding reservoir 3|, and is adapted, uponoperation thereof, to close the communication between pipes 64 and 65and open communication between pipe 65 and a pipe 61 opening into a pipe68 leading to the check valve devices 45 and 46 and the sanding devices43 and 44.

Operation of the automatic sanding valve device is effected when fluidunder pressure is supplied to an actuating piston (not shown) thereofthrough a pipe 66 connecting the sanding valve device 34 and the brakevalve device 33, a valve (not shown) operated by the fluid pressureactuated piston device of brake valve device 33 andnormally opening pipe86 to atmosphere, being efiective upon operation to establishcommunication between pipe 51 and pipe 66 through the brake valve device33.

The door'control devices 35 and 36 being identical, a description ofonly one should sufiice. Referring to Figure 2, door control device 35comprises a sectional casing 1| having a chamber 12 containing a rotaryvalve 13 adapted to be turned to various positions, as indicated inFigure 3, by a removable operating handle 14.

The handle 14 has a socket or sleeve portion 16 adapted to fit over acooperating sleeve portion 11 of casing 1|, a pin 18 (Figures 3 and'5)secured in the wall of the socket portion 16 of the handle 14 projectinginwardly to cooperatively enter a vertical receiving slot 19 in casingsleeve portion 11 only in the handle-01f position of handle 14 andtoenter a horizontal slot 8! on the outside surface of the casing sleeveportion 11 when the handle 14 is turned from handle-off position.Removal of handle 14, except in handle-off position, is thus prevented.

A yoke member 82 is provided having a cylindrical shank 83 closelyfitting and rotatable within the casing sleeve portion 11 and atransversely bifurcated portion having a pair of prongs 84, only one ofwhich is shown in Figure 2, positioned within the upper part of chamber12.

An operating member 85 is also provided having a transverse head portion86 which fits closely between the prongs 84 of the yoke member 82, and astem or shaft 81' extending through an opening 88 in rotary valve 13 insuitably interlocked relation and projecting downwardly exteriorly ofthe casing 1| for a purpose hereinafter made apparent.

The yoke 82 has a longitudinal bore or recess 89 opening between theprongs 84 thereof, and a coil spring 9| disposed in bore 89 andinterposed between the yoke 82 and the head of the operating member 85,yieldingly urges a flange 92 on the yoke 82 into sealing contact with apacking 93 to prevent leakage of fluid under pressure from chamber 12along the shank portion of the yoke 82, and also urges the head portion86 of the operating member 85 into sealing contact with a packing 94toprevent leakage of fluid under pressure from chamber 12 along theshaft 81 of the operating member 85.

The end of shank 83 of the yoke 82 has a pair of transversely spacedlongitudinally extending bores 95. adapted to slidably receive a pair ofcorrespondingly spaced pins 96 on the socket portion 16 of handle 14when the socket portion 16 is prop- 1 tary valve 13. The shank 83 ofyoke 82 also has a transverse bore Ill, into which the bores 95 open,and which registers with an annular groove 98 on the inner surface ofthe casing sleeve portion II. An oil swab packing ring 98 is fitted intothe groove 98 and is adapted to receive lubricant through the bores 95and bore BI for lubricating the contacting surfaces of the shank 83 andthe casing sleeve portion II.

The head portion 85 of operating member 85 has a transverse bore IIlIhaving therein a pair of latch members I82 yieldingly urged in oppositedirections by a coil spring I58 interposed therebetween, the latchmembers being urged into contact with the inner surface of the casingwithin chamber I2 and adapted to cooperate with a plurality of notchesI84 in the wall of the casing, which notches are suitably spaced andpositioned to define the various operating positions of the handle I4.

Normally, in the position shown in Figure 2, rotary valve 78 establishescommunication from a pipe and passage IIJB, leading from a door enginedevice (not shown) for operating the treadle door, to an atmosphericpassage and pipe I09, through a cavity I II] therein, and alsoestablishes communication, through a port I II therein, from rotaryvalve chamber I2 to a passage and pipe I I 2 and a passage and pipe H3,leading respectively to the pair of door engine devices (not shown)which separately operate the first door and second door respectively,the chamber I2 being supplied with fiuid under pressure from sandingreservoir 3| through a pipe H5 and a pipe and passage I I6.

The door engine devices may be of any suitable type, such as shown inthe above-mentioned copending application of David W. Lloyd, Serial No.698,242, and fluid under pressure is constantly supplied thereto fromsanding reservoir 5i through pipe I II connected to the sandingreservoir pipe Ilfi. Pipe IIB, also connected to pipe I I8, leads to thedoor engine devices (not shown) controlled by the door control device38.

With the handle I I of door control device 35 in the position shown inFigure 2, the door engines are actuated to close the doors operatedthereby. Turning of the door handle M to the treadle door position,indicated in Figure 3, turns the rotary valve I3 so that it connectspipe I88 to chamber I2 whereby fluid under pressure is supplied intopipe I88 and, upon operation of the usual treadle controlled valve, tothe treadle door engine to effect opening of the treadle door. With thehandle I I in treadle and first door and treadle door, first and seconddoor positions, the rotary valve I3 maintains the supply of fluid underpressure to pipe I58 and connects, in the first case, pipe II2 toatmospheric passage I88, and in the second case both. pipes H2 and H3 toatmospheric passage I88. Upon venting of pipes I I2 and H3, the doorengines to which they lead are respectively actuated by the fluid underpressure supplied through pipe I H to open the doors operated thereby.

The brake and sanding control devices 3! and 38 being identical, 2,description of only one is given herein. Referring to Figures 2, '7, and8, the brake control device 31 comprises a casing section or bracketIZI, having a centrally bored opening I22 through which. an operatingshaft I23 extends, the shaft I23 being suitably supported for rotation,as by a pair of ball bearing members I24 received in counter-boredportions at opposite ends respectively of the opening I22. Preferablyintegrally formed at the upper end of shaft I23 is a channel or yoke I25of U-shape having spaced side flanges I21 on opposite sides of therotative axis of shaft I23, the flanges I21 being joined by a baseportion I38 at one side of and parallel to the axis of shaft I23. Thelower end of channel I25 has a semi-circular disc I25, preferablyintegrally formed therewith, and perpendicular to the axis of shaft I23.

An operating member I28 is closely fitted between the side flanges I2Iof the channel I26 and is mounted for pivotal movement on a pin I29supported at opposite ends by the flanges I21, the operating memberhaving a shoulder I32 thereon beneath the pin and a coil spring I33being interposed between the shoulder I32 and the base portion I38 ofthe channel I25, to yieldingly urge the operating member into uprightposition. A stop lug I35 on the operating member I28 engages the upperend of the base portion I38 of channel I25 to limit the pivotal movementof the operating member I28 by spring I33 in the upright position of theoperating member. 1 The upper end or shank I35 of the operating memberis of suitable configuration so as to interlock with the socket portionof a removable operating handle I38, which socket portion is adapted tobe inserted through an opening I31 in a cover member I38 secured tobracket I2I as by bolts or screws (not shown). The opening I37 has asuitably positioned notch or groove I I38 (Figure 6) and the'socketportion of handle I36 has a lug 0r rib I II for cooperating with thegroove I39, to prevent entry or removal of the socket portion of handleI36 through opening I3I unless the handle I36 is oriented in handle-offor release position, as indicated in Figure 6.

In order to frictionally resist the rotary operating movement of thehandle I38 and shaft I23, for a purpose hereinafter made clear, afriction shoe IE3 is provided, having a curved surface I44 (Figure 7)conforming to the curvature of the peripheral surface of thesemi-circular disc I25, the shoe M3 being pivotally suspended between apair of spaced lugs. I55 on a pin I55 supported by the lugs and beingurged into frictional engagement with the disc I25 by an adjustablytensioned coil spring I I? which is interposed between an extension ofthe shoe Hi3 and a collar or washer hi8 supported on a stud bolt I 49secured to the casing I2I.

A sanding control valve device I5I is embodied in the device 3'! and isadapted to be operated by the handle I38. The valve device I5I comprisesa valve I52 for controlling the supply of fluid under pressure from achamber I53 in bracket I2I, which chamber is constantly connected to themain reservoir 88 through pipe and passage 55, to a chamber I55 in thebracket IZI, the chamber I54 being constantly connected to the sandingdevice 55 through a passage and pipe I55.

The valve I52 is disposed in chamber I53 and is normally yieldinglyurged into seated relation on its valve seat by a spring I56 interposedbetween valve I52 and a screw plug I5I closing the chamber I53. Thevalve I52 has a fluted stem I58 extending through a bore I59 connectingthe chambers I53 and I55. Closely fitted and slidably operable in a boreI55 which is in axial alignment with bore I51, is a stem IIiI having aninner fluted end portion which abuts and operatively engages the end ofstem I58 within chamber I54, and an outer end portion which projectsabove the surface of a, frusto-conical raised portion I62 on the uppersurface of the bracket I2I.

A bail ring I63, pivotally mounted at the extremities thereof on the pinI46 and surrounding the channel I26 rests on the projecting end of stemI6I and is normally held in the position shown in Figure 2 by the valvespring I55. When the end of handle I36 is pressed downwardly against theforce of spring I33, an extension I64 on the operating member I28engages the bail ring I63 and causes the ring to move the stem I6Idownwardly to unseat the valve I52 against the force of spring I56. Thedegree of unseating movement of valve I52 by the bail ring I63 islimited by the engagement of the ring with the upper surface of thefrusto-conical raised portion I62 surrounding the stem I6I.

The foot operated brake controlling devices 39 and 46 are similar tothat shown and described in the above-mentioned copending application,Serial No. 698,242., and being identical in construction, a descriptionof only the device 39 will therefore be given. Referring to Figures 2,9, 16, 11, 12, and 13, the device 39 comprises a casing of any suitableconstruction, such as a base I65, adapted to be secured to the floor I66of the car, and a cover member I61 removably secured to the base I65, asby a bolt I68. The device 39 further comprises a lever I1I, pivotallymounted at one end on a pin I12 secured to the base I65, and having apair of laterally spaced prongs I13 at the opposite end, each pronghaving a recess I14 therein opening downwardly for partially receivingand for positioning springs I15, interposed between the lever I1! andthe base I65 for yieldingly urging the lever upwardly. Pivotally mountedat one end between the prongs I13 and on a pin I16 supported at oppositeends by the prongs I13, is another lever I11, which is pivotallyconnected at the opposite end, by a pin I18, to an operating rod I19.The rod I19 7 extends downwardly, through an opening I8I in the base I65and an opening I82 in the floor I66, to a point below the floor where itis pivotally connected, as by a clevis and a pin I83, to the end of onearm of a bell crank lever I84 which is pinned or keyed, at the fulcrumthereof, to a shaft I85. The shaft I85 is an operating part of operatingmechanism 4|, as will be hereinafter described. The cable or rod 49 issuitably connected, as by a clevis and, a pin I86, to the end of theother arm of the bell crank lever I84.

The end of lever I11 pivoted on pin I16 is formed as a socket and has aninwardly tapered bore I88 for receiving the correspondingly tapered legportion I69 of a foot operated member I9I, the cover member I61 and baseI65 being adapted to permit entry of the leg portion I89 into the boreI88, through a suitable opening I92. The foot operated member I9Ifurther comprises a pedal I93 extending back over the cover member I61,for receiving the foot of the operator.

It will thus be seen that when the toe end of pedal I 93 is depressed,the lever I11 is pivoted about the pin I16 to move the rod I19downwardly, which results in counter-clockwise rocking movement of hellcrank I84 and consequently a pull on the cable 49 to operate the brakecontrolling valve device 33.

A pair of oppositely extending pins I94 (Figure 13) on the tapered legI89 are adapted to enter into receiving slots I95 in the socket portionof the lever I11 and thus prevent turning of the foot member I9I in thebore I88.

Latching mechanism is provided for removably securing the leg I89 of thefoot member I9I in the bore I88, which comprises a latch I96 (Figure 12)in the form of a bell crank, the latch being pivotally mounted in arecess I91 in the leg I89 on a pin I98, and having the outer arm thereofurged out of the recess I 91 by a coil spring I99 interposed between theinner arm and the end of a longitudinal bore MI in the leg I89. When theleg I89 is inserted into bore I88, the outer latch arm is pressed intothe recess I91 and when the leg is fully fitted in the bore, thespringI99 snaps the outer latch arm out of the recess I91 and intointerlocking relation with an opening 262 in the socket portion of leverI11. The latch I96 is retrieved to permit the foot operated member I9Ito be removed, by means of a manually operable plunger 263, which isslidable in a longitudinal bore 264 extending to the outside of the footmember I9I, the inner end of the plunger 263 being adapted to engage theinner arm of the latch I96 and to cause inward movement of the outer armof the latch by overcoming the spring I99, when the outer end of theplunger, having a button 265 thereon, is pressed inwardly. The plunger263 has a longitudinal groove or slot 266 on the outside thereof, and apin 261 extending transversely through the bore 264 and slot 266prevents removal of the plunger from the bore 264.

The device 39 further includes a valve device 268 (Figures 9 and 10)contained in a casing section removably secured to base I65, which valvedevice 268 comprises a pair of oppositely seating valves 269 and 2I Icontained in a chamber 2I2, which chamber is connected to the safetycontrol pipe 62 through a passage and pipe 2 I 6 and double check valvedevice 29.

The valve 269 has a fluted stern 2I3 extending through a bore 2I4 into achamber 2E5 which is open to atmosphere, and is urged into seatedrelation on its seat to cut off communication through bore 2i 4 fromchamber 2I2 to atmosphere by a spring 2 I6 in chamber 2I 2, which springis interposed between a wall of the valve casing and a collar 2 I1abutting the end of the valve 269.

The valve 2 has a fluted stem 2I8 which operates in a bore 2I9,vertically aligned with bore 2 I4 and connecting chamber 2| 2 to apassage and pipe 22I which opens into the main reservoir pipe 56, thevalve 2| I abutting and resting on the opposite side of the collar 2 I1to that which the valve 269 abuts. When the valve 269 is seated, thevalve 2| I is unseated by force of gravity and fluid under pressuresupplied through pipe and passage 22I to open communication between themain reservoir pipe 22I and the passage and pipe 2I6.

The lever I H has a transversely projecting lug 222 thereon, whichextends into chamber 2I5 through an opening or slot in the valve casingand which cooperatively engages the end of valve stem 2E3 to raisevalves 269 and 2H to unseated and seated positions, respectively, whenlever I1I is raised, by springs I15, from the depressed position shownin Figure 10.

It should now be clear that when the heel of the operator depresses theheel portion of the pedal I93, as it normally does, into the positionshown in Figures 2, 11, and 12 and wherein the lever I1I is depressedpivotally about pin I12 until the ends of the prongs I13 engage stops224 on base I65, the lug 222 on lever I1I is moved away from the end ofvalve stem 2 I3 so that the spring I 2I6 acts to seat the valve 269, andthe force of prises a 'gravity and fluid pressure in pipe 22! act tounseat valve 2! I.

The operating mechanisms 4! and 42 being identical, a description ofonly one is herein given. Referring to Figures 14 to 19, mechanism 4!combase .225 suitably secured to the lower surface of the floor I66, anda housing or cover member 226 suitably secured to the base 225, as byscrews or bolts 22'!. A bracket 228, attached in depending relation tobase 225, has a pair of ball bearing members 229 mounted in spacedrelation thereon for supporting the horizontally extending shaft I85.

The operating mechanism 4! further comprises a shaft 223 having keyedthereon at one end, within the cover member 226, a pair of cam members23! and 232 preferbaly formed, as shown, in one piece, the shaftextending upwardly through openings in the base 225 and floor I66 to besuitably joined or coupled at the other end to the operating shaft 123of brake control device :31, for rotation thereby, as by a connectingshaft 230 and a pair of universal joint couplers 23%,. A pair of ballbearing members 233 (Figure 18), mounted in spaced relation on a bracket24!] attached in depending relation to the base 225, serve to supportand guide the shaft 223, and a flanged collar 234 screwed to the uppersurface of floor I66 covers the annular space around shaft 223 in theopening through the floor I66.

The cam 23! is an operating cam and has a substantially spiral camsurface 235 (Figure 16) which inclines radially outwardly relative tothe I axis of shaft 223 from a notch 236 therein, the

cam surface being cooperatively engaged by a roller 23? on the end ofone arm of a bell crank lever 238 pivoted at its fulcrum on a verticallyextending pin or shaft 239 mounted on bracket 240. The end of the otherarm of the bell crank lever 236 has a roller 24! thereon adapted toengage one end of a lever arm 242, the other end of the arm 242 beingpinned or keyed to the inner end of shaft I85. An adjustable screw stop243 on the free end of arm 242 is engaged by the roller 24! and servesto take up and prevent lost motion of the bell crank lever 238 betweenthe cam 23! and the arm 242.

Normally, with the handle I36of brake controlling device 3'! in releaseposition, the cam 23! is positioned so that roller 23'! engages thenotch 236. When the handle I36 is turned from release position towardfull service position (Figure 6) ,the cam 23! is correspondingly rotatedin a counter-clockwise direction (Figure 16) and the bell crank lever238 is accordingly rotated about the pin 239 in a clockwise direction,to cause the roller 24! to engage screw stop 243 and rotate arm 242 andconsequently shaft I in a counter-clockwise direction. (Figure 2.)Rotation of shaft I85 in a counter-clockwise direction operates thelever 41 on the brake controlling device toward application position,through bell crank I84 and cable 49.

Mechanism is provided for preventing the spring 48 from acting reverselythrough lever 41, cable 49,bell crank I84, shaft crank 238, cam 23!, andshafts 223 and 23,'to return the brake control handle I36 of device 3'!to release position from an application position to which it has beenmoved, even though the hand of operator is taken therefrom or themanually appliedforceon handle I36 is relieved. This mechanism-includescam 232 having a cam surface 2'46 thereon of substantially reversely in-!85, arm 242, bell clined contour relative to the axis of shaft 223compared to that of the cam surface 235 on cam 23!, a roller 248rotatable on a pin 249 mounted. at one end of a lever arm 25!, the otherend of the lever 25! being pivotally supported on pin 239, and a coilspring 252, secured at opposite ends toa depending bracket 253 (Figures16 and 18) and pin 249, respectively, for urging the roller 248 intopositive engagement with the cam surface 246 of cam 232 and causing aturning movement to be exerted on cam 232 and shaft 223 in acounter-clockwise direction. (Figures 16 and 1'7.)

The springs 252 and 48 are so suitably designed, in accordance with thelength of the various lever arms, and the contours of the cam surfaceson the cams 23! and 232 are so related, that the counter-clockwiseturning movement exerted on shaft 223 byspring 252 through cam 232,opposes and substantially balances the clockwise turning moment exertedon shaft 223 by spring 48 through cam 23! in the manner above indicated.Consequently, when the hand of the operator is removed from handle I36,the handle is not returned toward release position but remains in theapplication position to which it was moved.

Due to the substantially uniform radius of curvature of the cam surface246 of 232 at the point engaged by roller 248 when handle I36 is inrelease position, and also to the fact that the line of force exertedbyspring 252 on roller 248 is substantially through the axis of shaft223, spring 252 is ineffective to exert any turning moment on shaft 223until the cam 23! has been rotated sufiiciently to cause roller 23'! tomove out of the notch 236.

Thus, the handle I36 remains in release position when the pedal I93 ofthe foot operated brake control device 39 is depressed to effect anapplication of the brakes, despite the fact that the rotation of shaftI85 incidental to depression of pedal I93 causes rotary movement of thelever arm 242 away from the roller 24! on the bell crank lever 238. Alsodue to the fact that the turning moment exerted by spring 48 on shaft223 is unopposed by a turning moment of spring 252 in the releaseposition of handle I36, and due to the relatively steep inclination ofthe cam surface leading out of the notch 236, a greater manual force isrequired to turn the handle I36 out of release position than is requiredto move the handle after it is definitely out of release position.Undesired movement of handle I36 out of release positionis thus insuredagainst without sacrificing ease of operation of the handle I36 towardfull service position. Clearly, after the handle I36 has been turned outof release position toward full service position, the spring 252substantially oifsets the resistance offered to movement of handle I36by spring 48 and thus lessens the manual force required to turn thehandle I36.

In order to compensate for irregularities in the cam surfaces of cams23! and 232, as well as for variations in the tensionof springs 252 and48 as they are shortened or lengthened, which factors tend to causeslight 'unbalances in the opposing turning moments exerted by thesprings 48 and 252 on shaft 223, the friction shoe I43, described abovein connection with the brake control device 31, is provided forfrictionally engaging the friction disc -!25 on'the operating shaft I23and thereby resisting andpreventing undesired rotary movement of shaft223. Spring I4! may be adjustablytensioned to vary the friction of theshoe 7 thus secure a desired for compensation I43 on'the disc I25 andamount of frictional resistance purposes, by turning the stud bolt I49in opposite directions.

It is possible to so design the contours of the cam surfaces on cams 23Iand 232 relative to each other, that variations in the tension ofindividual springs 252 and 48 due to changes in the degree of stretchingthereof, are automatically compensated for in any position of the cams23I and 232, in which case the friction shoe I43 might be dispensedwith. However, due to tolerances in the commercial manufacture ofsprings and cams, a perfect balance of turning moments is commerciallyimpracticable and, therefore, I prefer to employ the friction shoe I43.

Referring particularly to Figures 14, 16, and 19, the operatingmechanism 4| further comprises an interlocking mechanism 255 forpreventing the turning of the handle 14 of door control device 35 to adoor opening position until a predetermined brake cylinder pressure hasbeen attained, and also for preventing the release of the brakes whilehandle 14 is in a door opening position. The interlocking mechanism 255comprises a locking lever 256 pivotally mounted on shaft I85, thelocking lever having a hub or sleeve 251 through which shaft 185extends, and a pair of oppositely extending arms 258 and 259, preferablyintegrally joined to the hub 251 and disposed in mutually alignedrelation perpendicular to the longitudinal axis of hub 251 and of shaftI85. The arm 259, in the position shown in Figure 19, which is theposition occupied thereby when the brakes are released, projects intothe path of rotation of a projecting lug 28I on a collar 262 pinned orkeyed to one end of a shaft 263, which shaft extends through suitableopenings 264 and 265 in the floor I66 and base 225, respectively, andwhich is suitably joined at the opposite end to the projecting end ofthe shaft portion 81 of operating member 85 of door control device 35,for rotation thereby, as by a connecting shaft 266 and a pair ofuniversal joint couplers 261. (See Figure 1.)

It should thus be clear that as long as arm 259 blocks rotation of lug26! and therefore shaft 263, the turning of handle 14 of door controldevice 35 to a door opening position in a counter-clockwise direction(Figure 3), and consequently opening of a door, is prevented.

Actuating means is provided for rocking the locking lever 256 so thatarm 259 moves in a clockwise direction (Figure 19) out of the path ofrotation of lug 26I and thus permits turning of shaft 263 and handle 14of door control device 35 to a door opening position. This actuatingmeans comprises a disc or collar 268 (Figure 14) pinned or keyed toshaft I85 is spaced longitudinal relation to hub 251 of locking lever256, and having an arcuate projection 269 in spaced concentric relationto shaft I 85, the projection 269 extending longitudinally into the pathof rotation of arms 253 and 259 of locking lever 256 and adapted to berotated, upon rotation of shaft I85, so that opposite extremitiesthereof engage arms 258 and 259, respectively, depending upon the di--rection of rotation of shaft I85, and cause rocking movement of thelocking lever 256 in corresponding directions. Adjustable stop screws21I and 212, are provided, respectively, at the opposite extremities ofthe arcuate projections 269, for a purpose that will be made apparenthereinafter.

As shown in Figure 19, the position of the arms 258 and 259 of lever 256relative to stop screws 2H and 212 is such as to enable the lever 256 toremain in position while the shaft 1 85 turns relative thereto through apredetermined angle, de-, pendent on the adjustment of the stop screw21I or 212, before engaging the corresponding arm on the lever 256.

For the purpose of holding the locking lever 256 in position, uponrotation of shaft I 85, the hub is urged into such contact with the sidesurface of the groove 216, by a spring 219 interposed in bore 211between ball 218 and a set-screw 28I closing the bore 211, that alongitudinal component of force urges the flange 213 into frictionalengagement with the shoulder 214. At the same time, undesirable loosemovement of the lever 256 longitudinally on shaft I85 is resisted orprevented, especially upon wear of the contacting surfaces of the flange213 and shoulder 214.

It will now be apparent that upon the rotation of shaft I85 in aclockwise direction from the release position thereof shown in Figure19, incidentally to effecting an application of the brakes, the shaftI85 first rotates through a predetermined angle relative to and withoutmoving the locking lever 256 until the stop screw 21I engages the arm258, after which the lever 256 is rocked or moved with the shaft sincethe frictional force holding lever 256 is overcome. When the shaft I85rotates further through a sufiicient angle, the arm 259 on lever 256 ismoved out of the path of movement of the lug 26I of collar 262 on shaft263 and rotation of the handle 14 of the door control device 35 to adoor opening position is accordingly permitted. Since the degree ofrotary movement of shaft I85 is a measure of the variation in brakecylinder pressure, it should be clear, therefore, that a predeterminedbrake cylinder pressure is and must be attained before door openingmovement of handle 14 is permitted, upon an application of the brakes.

Furthermore, it should be apparent that adjustment of stop screw 21Itoward or away from the arm 258 of lever 256 (Figure 19) decreases orincreases, respectively, the degree of rotary movement of shaft I 85required to move arm 259 out of the path of lug 26I and thus permit thehandle 14 of door control device 35 to be operated to door openingposition, and consequently decreases or increases, respectively, theminimum brake cylinder pressure attainable before door opening movementof handle 14 is permitted.

After an application of the brakes has been effected, and the shaft I85is rotated back in a counterclockwise direction (Figure 19) incidentallyto the release of the brakes, the shaft I85 first rotates relatively tothe lever 256 until stop screw 212 engages arm 259, and then rocks lever256 in a counterclockwise direction. If the handle 14 is in a dooropening position, the lug 261 is positioned in the line of rotation oflever 256 and consequently the arm 259 of lever 256 is stopped by lug26I to prevent further rotation of shaft I85. When handle 14 is turnedto door closing position, the lug 261 is rotated out of the path ofrotation of lever 258 and then further rotation of shaft I85 in acounterclockwise direction to the position shown in Figure 19 andcorresponding to the release position of the brakes, is permitted.

' release of the brakes, and similarly,

Thus, as long as a door is open, the brakes cannot be released, althoughthe brake cylinder pressure can be reduced in proportion to the degreeof counterclockwise rotation of shaft I permitted before the arm 259 onlever 256 engages and is stopped by the lug 26 I.

It should now be clear that, due to the fact that the degree of rotarymovement of the shaft I85 in a counterclockwise direction to the pointwhere arm 259 on lever 256 is stopped by lug 26I is greater than thedegree of rotary movement of shaft I85 in a clockwise direction from apoint where rotation of lug ZSI is permitted, by an angle equal to theangular relative movement between the lever 256 and shaft 585, the brakecylinder pressure may be reduced, without closing the doors, to a degreeless than the degree required before the doors may be opened.

Furthermore, it should be clear that the stop screw 21 2 may be adjustedtoward or away from the arm 259 of lever 256 to decrease and increase,respectively, the degree of rotation of shaft I85 in a counterclockwisedirection, upon release of the brakes, before arm 259 engages and isstopped by lug 26I, in order to respectively decrease and increase thedegree of reduction in brake cylinder pressure which may be effected,without the handle 14 being operated to close the doors.

It will be observed that an adjustment of stop screw 2' varies only thedegree of brake cylinder pressure required to be obtained, upon anapplication of the brakes, before opening of a door is.

permitted and does not affect the degree to which brake cylinderpressure may be reduced, upon that an adjustment of stop screw 212varies only the degree to which brake cylinder pressure may be reduced,

upon release of the brakes, without closing the doors and does notaffect the degree of brake cylinder pressure required to be obtained,upon an application of the brakes, before opening of a door ispermitted.

In operation, with the equipment conditioned as shown in Figure 1, thehandle I4 of door control device 35 being in door closing or handle offposition, the handle I36 of brake control device 31 being in releaseposition, the heel of pedal I93 of foot operated brake control device 39being in depressed position, the door and brake control devices 36 and38 being in handle off position with handles removed and the heel of thepedal of the foot operated brake control device 49 being in raisedposition, the system is charged with fluid under pressure from the mainreservoir 39, fluid being supplied to the safety control, pipe 62through pipes 55 and 56, pipe and passage 22 I, past unseated valve 2IIof valve device 208 in foot operated device 39, passage and pipe 2I9,and double check valve device 29 which is eifective to out 01f theconnection from foot operated device 49 to the safety control pipe 62.Fluid under pressure also flows from pipe 56 to chamber I53 of sandingvalve device I5! in the brake control device 31 and to the correspondingchamber in brake control device 38.

As previously indicated, the automatic sanding valve device 34 isconditioned to supply fluid under pressure from the main reservoir 39 tothe sanding reservoir 3 whence fluid under pressure is supplied to thevarious door engine devices (not shown) through pipes H1 and H8 and tothe door engines for the first and second doors controlled by the doorcontrol device 35, through pipe II5, .pipeand passage H6, chamber l2 andport III in rotary valve I3 of control device, 35, and pipes H2 and H3,respectively, and in a similar manner to the door engines for the firstand second doors controlled by the door control device 36.

With the system charged with fluid under pressure as just described, andwith the car in motion, a service application of the brakes may be madeby the operator depressing the toe of the pedal I93 of control device39, without however raising the heel of pedal i93, the operating arm 41on brake controlling valve device 33 being accordingly turned, aspreviously explained, in a clockwise direction to operate the valvedevice 33 to cause fluid under pressure to be supplied to the brakecylinder 32 to effect an application of the brakes, A graduatedapplication of the brakes may be made by the operator depressing the toeof the pedal I93 in successive steps until a full servi'ce'applicationof the brakes is obtained.

To release the brakes, the operator relieves the pressure applied to thetoe of pedal I93, and the lever 41 is accordingly returnedcounterclockwise toward release position by spring 48 to reduce thebrake cylinder pressure in accordance with the degree of movement of arm41, the pedal I93 being automatically also returned by spring 49 whichexerts a reverse pull on cable 49 to cause the bell crank I84 to rock ina clockwise direction and return the rod H9 upwardly. Graduated releaseof the brakes may be effected by relieving in successive steps thepressure applied to the toe portion of pedal I93, full release of thebrakes being obtained when the toe portion of the pedal I93 is returnedto the fully raised position shown in Figure 1. 1

In the event that the operator desires to stand while running the car,in order that he may'more readily observe clearances in trafficcongested areas, the hand operated brake control device 31 may beemployed in effecting and releasing service applications of the brakes.It is, however, necessary that the heel portion of pedal I93 bemaintained depressed, as will appearhereinafter.

In effecting a service application of the brakes by means of the controldevice 31, the operator turns the handle I36 toward full serviceposition, rotation of shaft I85 and bell crank lever I84 in acounterclockwise direction (Figure 1) being accordingly effected throughoperating mechanism 4I so that the lever 41 of the brake controllingdevice 33 is rotated clockwise to effect a service application of thebrakes, the degree of brake cylinder pressure attained beingproportional to the degree of turning movement of handle I36. If forsome reason, the operator finds it necessary to remove his hand from thehandle I33, he may do so, the operating mechanism 4| being effective tomaintain the handle I36 in the position to which it was moved. Agraduated service application of the brakes may be made by turning thehandle I36 toward full service position (Figure '7) in successive steps,a full service application of the brakes being obtained when the handleI36 reaches full service position.

Release of the brakes, after a service application of the brakes hasbeen made by means of the control device 3'5, is effected by returningthe handle I36 toward release position, in which case, the spring 48acts reversely throughcable 49, bell crank 84, shaft I35, and arm 242,to cause the bell crank 238 of operating mechanism M tofollow the returnmovement of cam 23I toward releaseposition. Graduated release of thebrakes:

may be effected by returning the handle I33 toward release position insuccessive steps, full release of the brakes being effected when handleI36 reaches release position.

It will be seen that the hand operated brake control device 37 is ameans for preventing return of the toe portion of pedal I93 to releaseposition when the pressure thereon is relieved after being depressed,for upon turning of the handle I33 of device 31 sufiioiently to causethe roller 24| on bell crank 238 to engage the lever arm 242, on shaftI85, return movement of shaft I85 and of the toe portion of foot pedalI33 to release position is prevented by the part of operating mechanism4| which holds handle I36 in an application position.

Sanding may be effected at any time, and whether foot operated device 39or hand operated device 31 is employed in effecting a serviceapplication of the brakes, by depressing the end of the handle I36 ofdevice 37 to unseat valve I52 and supply fluid under pressure from themain reservoir 30 to the sanding device 43, as previously described.Upon the return of handle I36 to its raised position shown inFigure 2,valve I52 is reseated to cut off further supply of fluid under pressureto the sanding device 43.

In the event that the operator desires to bring the car to a stop andopen the doors, the operating mechanism 4| insures the fact that apredetermined brake cylinder pressure, such as thirty-five pounds,adequate to bring the car to a stop has first been attained beforepermitting the handle I4 of door control device to be turned to a dooropening position. Assuming that the operator has caused the brakes to beapplied with a force adequate to bring the car to a stop, and has turnedthe handle 14 of the door control device to one of the door openingpositions, it is not necessary that the brake cylinder pressure bemaintained at the high degree required before door opening operation ofhandle I4 is permitted, because operating mechanism 4| is effective, ashereinbefore described, to permit a reduction in brake cylinderpressure, that is a graduating off of the brakes, to a point suflicientto hold the car at rest, even with the handle I4 in a door openingposition. For example, the operating mechanism 4| may permit a reductionin brake cylinder pressure to ten or even five pounds, the particularminimum limit of brake cylinder pressure being selected in accordancewith grade conditions of service, and the screw 212 of the operatingmechanism 4| adjusted to establish the selected limit of brake cylinderpressure.

This feature of my invention is ofparticular advantage, for due to thecomparatively low brake cylinder pressure permitted While the controlhandle 14 is in a door opening position, the time required to vent thebrake cylinder and fully release the brakes and, therefore, toaccelerate the car from rest, is reduced as compared to that required insystems or equipments which cause a comparatively high brake cylinderpressure or a full service application of the brakes to be maintained aslong as a door is open or a door control handle in a door openingposition.

If the operator has effected an application of the brakes by means ofthe foot pedal I93, the full release of the brakes will be effectedautomatically, if no pressure is maintained on the toe portion of pedalI 93,merely upon the return of handle I4 of door control device 35 todoor closing position, because once the lug 26I of the interlockingmechanism 255 of operating mechanism 4| frees the locking lever 256, thespring 48 is effective to cause lever arm 41 to be returned to fullrelease position since rotation of shaft I85 to release position ispermitted,

If the hand operated control device 37 has been employed to effect theapplication of the brakes, it is necessary that the handle I33 bemanually returned to full release position in order to effect fullrelease of the brakes, since as previously described, the operatingmechanism 4| is effective to prevent automatic return of handle I36 torelease position, and freeing of lever 253 and shaft I85 for returnmovement by return of the handle I4 to door closing position, cannot,therefore, result in automatic release of the brakes.

In like manner, as above described, the brake, door and sand controloperations may be effected by means of the hand operated brake controldevice 38, the foot operated device 40, and the door control device 33at the opposite end of the car.

Should the operator become incapacitated or for some other reasonrelieve the pressure which he normally applies to depress the heelportion of pedal i93 of foot operated device 39, a dead mans or safetycontrol emergency application of the brakes is automatically initiated,the fluid pressure acting on the door engines for the various doors isautomatically balanced to permit of their being manually opened, andsanding at both ends of the car is effected.

Upon the relief of pressure on the heel portion of pedal I93, thesprings I75 automatically raise the lever III of the control device 33pivotally about the pin I72 and thus the lug 222 raises the valves 209and 2| i of valve device 208 to unseated and seated positions,respectively, the normal supply of fluid under pressure from mainreservoir 3|! to the fluid pressure actuated piston device in casingsection 6| of brake controlling device 33 being thus cut off by valve 2|I, and venting of the fluid under pressure therefrom to atmosphereeffected through safety control pipe 32, double check valve 29, pipe andpassage 2|0, past unseated valve 239, and bore M4.

The brake controlling device 33 is accordingly automatically actuated bythe fluid pressure actuated piston device in casing section 6| thereof,to effect an emergency application of the brakes, fluid under pressurebeing simultaneously supplied to the automatic sanding valve device 34from the main reservoir through pipe 66, as before described.

The valve device 34 is accordingly operated to establish communicationfrom sanding reservoir 3| to pipe 68, as before described, and thusfluid under pressure is supplied from reservoir 3| and in oppositedirections through pipe 68 and nonreturn check valve devices 45 and 46to the sanding devices 43 and 44, at opposite ends of the carrespectively.

With the door control devices 35 and 35 conditioned in door closing orhandle off positions, the fluid under pressure normally supplied underthe control thereof and through pipes H2 and M3 to the door engines forthe first and second doors, as well as the fluid under pressure normallysupplied to all the door engines through pipes I I1 and H8, is ventedthrough the sanding reservoir 3| and the sanding devices 4-3 and 44, sothat the fluid pressures acting on the door engines are balanced atatmospheric pressure to permit the doors to be manually opened.

Upon reapplication of pressure to depress the heel portion .of the pedalI93, valve device 298 is I pipe H and pipe its by a spring againoperated to the position shown in Figure 10, wherein fluid underpressure is again supplied from the main reservoir 39 to the fluidpressure actuated piston device in casing section iii of brakecontrolling device 33, and the venting of fluid under pressuretherefromcut olf. The brake controlling device 99 is accordinglyoperated to release position and full release of. the brakes iseffected. Fluid under pressure is also vented to atmosphere from theactuating piston of the automatic sanding valve device 3%, under thecontrol of the valve operated by the fluid pressure actuated pistondevice of the brake con trol device 33, and the valve device 36 isaccord ingly operated to its position for effecting charging of thesystem, as before described.

It should be understood that the brake controlling valve device 33includes an interlocking mechanism (not shown) as disclosed and claimedin the above-mentioned copending application, Serial'No. 698,243, forlocking the fluid pressure actuated piston device therein againstmovement and thereby preventing it from operating the brake controllingdevice 33 to effect an emergency application of the brakes, as long asthe brake cylinder pressure exceeds a predetermined degree, such asthirty-five pounds, adequate to bring the car to rest. Such interlockingmechanism accordingly permits the pressure normally applied to depressthe heel portion of pedal I93 to be relieved, after a predeterminedbrake cylinder pressure is attained in effecting a service applicatio-n,without a dead mans emergency application of the brakes as beforedescribed, being effected. Such interlocking mechanism further preventsthe operation of the brake controlling device 33 to release position toeffect release of the service application, as long as the heel portionof pedal 593 remains undepressed.

As shown in Figures 20 to 24, a modification of. the apparatus shown inFigure 1 may be provided, wherein the hand operated brake and sandingcontrol device Si is omitted, and wherein a door and sanding controldevice 285 and an operating mechanism see are substituted for the doorcon trol device 35 and the operating mechanism M, respectively.

The control device 295 is substantially the same as the door controldevice 95 with the exception that the casing thereof is such as toembody a sanding control valve device 281. The valve device 28'lcomprises a valve 293 for controlling the supply of fluid under pressurefrom a chamber 289, connected to rotary valve chamber l2 and to passageand pipe i is leading to the sanding reservoir (ii, to an annularchamber 29! connected to the sanding device it through passage and pipeL55. Valve 289 is normally yieldingly urged into seated position cuttingoff the connection between 2% interposed between the valve 293 and thecasing and is adapted to be unseated to open the communication betweenpipe i it and pipe E55, by depressing the outer end of an operating stem293, which projects exteriorly of the upper face of the casing, theinner fluted end of the stem 293 engaging the end of the fluted stern294 of the valve.

Means is provided for depressing the projecting end of the stem 293,which comprises a semicircular bail ii Behaving a tongue 296 at themidpoint thereof pivotally mounted on the casing, by

means of a yoke 291 formedon or secured to the casing and a pin 299, insuch manner that the curved ends of the bail 295 extend closely aroundopposite sides of the upper neck or sleeve portion 11 of the casing andthat the lower surface of the bail adjacent the tongue 296 rests on theprojecting end of the operating stem 293. A depressible cap member 299mounted on the outside of the socket portion 39! of the operating handle302 is adapted to engage the ends of the bail 295 and thus depress thebail to effect unseating of valve 283. As shown in Figure 22, the socketportion 39E of the operating handle has an annular groove 6% in theupper closed end thereof for receiving one end of a coil spring 394,which is interposed between the handle 392 and the interior surface ofthe cap member 299 for normally yieldingly urging the cap memberupwardly to the position shown. The cap member 299 may be secured to thesocket portion 39l of the handle in any suitable manner, as for examplethat shown in Figure 23, wherein a plurality of tongues 3635, eachsevered on three sides thereof from the wall of the cap member, are bentinwardly into an annular groove 3% on the outside of the socket portionof the handle 302, so that the free end of the tongues engages the sideof the groove in interlocking relation to limit the upward movement ofthe cap member.

The operating mechanism 286 is similar in structure to the operatingmechanism 4| and differs essentially therefrom in embodying only theinterlocking mechanism 255 of the mechanism ii. It is deemedunnecessary, therefore, to specifically describe operating mechanism286, except to explain that corresponding parts in the two mechanisms iiand 286 are identified by the same reference numerals, and to point outthat an end collar 39? suitably secured to the inner end of shaft N35 issubstituted for the lever arm 2&2.

In operation, the modified system of Figures 20 to 24 functions as doesthe system previously described, except of course that sanding iseffected by depressing the cap member 299 on the door control device 285and that the brakes cannot be operated by hand control. It should benoted,

however, that the supply of fluid under pressure to the sanding device43 is from sanding reservoir'ill for both manual and automaticoperations instead of from the main reservoir 39 for manual operationand from sanding reservoir 3! for automatic operation, as in theprevious systems In view of the fact, however, that the automaticsanding valve device 36 normally supplies fluid under pressure to thesanding reservoir 3| from main reservoir 39, the simultaneous reduction,if any, in the pressure of fluid acting on the door engine devices,effected by reverse flow of fluid under pressure through pipes H2, H3and Ill, and through the sanding device 43, upon unseating of sandingcontrol valve 288, is not sufilcient to permit the doors to be manuallyopened.

As shown in Figures 25 and 26, another modification of theapparatusshown in Figure 1 may be provided, wherein, the hand operatedbrake and sanding control device 37 and the operating mechanism M areomitted, while a door control device 398 similar to the door controldevice 35 is provided, as well as a separate manually operable sandingvalve device 399 of any suitable type.

The door control device 308 is the same as door control device 35 exceptthat the shaft portion 81 of the operating member 85 is cut off and doesnot extend outside the casing, the lowermost sec tion or pipe bracket 3|9 of the casing accordingly not having an opening therethrough to permitthe shaft portion 8'! to e tend to the exterior of the casing.

The sanding valve device 309 may comprise any suitable type of valvewhich is normally yieldingly held in position to close communicationbetween pipe 56 and pipe I55 and which is adapted to open thecommunication therebetween to supply fluid under pressure from the mainreservoir 36 to the sanding device 43 upon the depressing of theoperating button 3|2 thereof.

r In view of the absence of operating mechanism 4 I, a bell crank lever3 I3 is provided, which functions as does the bell crank lever I84, tooperatively connect the lower end of the operating rod I19 of the footoperated brake control device 39 to the end of the operating cable 49,and which is pivotally mounted on a bracket 3| 4 secured in dependingrelation to the lower surface of the car floor I66 as by a plurality ofscrews or bolts 3l5.

The bracket 3|4 has a pair of spaced arms 3|6 for supporting a pin 3H,the bell crank lever 3| 3 being suitably pivoted on the pin 3|1 as by aball bearing member 3|8, interposed between the bell crank and the pinand secured within an opening 3|9 in the bell crank lever. Spacingcollars 32| may be provided on opposite sides of the bell crank leverfor centering the bell crank between the arms 3|6 and keeping it out ofcontact with the arms. The pin 3| 1 may be secured in place by a pin 322extending through one collar 32| and the pin 3|1. A pair of cover plates323 may also be provided, as shown, secured on opposite sidesrespectively of the bell crank lever 3|3, as by bolts 324, for keepingdirt and dust particles from the bearing member 3|8.

Except in the respects noted, the parts of the apparatus shown inFigures 25 and 26 are the same as the first described embodiment of myinvention and the same identifying numerals are accordingly employed. Inview of the previous description of the structure and operation of thefirst embodiment, the operation of the embodiment shown in Figures 25and 26 should be clear without further explanation.

As shown in Figures 21 and 28, a further modification of the apparatusshown in Figure 1, may be provided, wherein the foot operated brakecontrol device 39 is omitted, wherein the door control device 368employed in the embodiment shown in Figure 25 is substituted for thedoor control device 35, wherein an operating mechanism 326 issubstituted for the operating mechanism 4|, and wherein a carmotor-controller valve device'321 and a foot operated valve device 328are employed to secure the dead mans emergency feature provided by thefoot operated device 39.

The operating mechanism 326 is substantially the same as the operatingmechanism 4| except that the interlocking mechanism 255 of the latter isnot included therein, there being thus no interlock between the doorcontrol device 368 and the brake controlling valve device 33. The casingof mechanism 326 is of smaller size than the casing of the operatingmechanism 4| and has an opening 329 at the side thereof through whichthe cable 49 extends, the end of the cable being pivotally connected, asby a clevis 33| and pin 332 to the end of the arm of a bell crank lever333 corresponding to the end of the arm of bell crank lever 238 ofoperating mechanism 4| that cooperates with the lever arm 242. Thus uponrotation of the handle I36 of the brake and sanding control device 31toward full service position, the cable 49 is pulled to the left inFigure 28 to cause clockwise movement (Figure 1) of operating lever 41of the brake controlling valve device 33 to effect an application of thebrakes. It will be understood, of course, that the mechanism 326functions, as does the corresponding part of operating mechanism 4| tohold the handle I36 of the brake control device 31 in an applicationposition without its being returned to release position When the hand ofthe operator is removed therefrom.

The foot operated valve device 328 is of standard construction and thusrequires but .brief description herein. It comprises a valve 334,effective in seated and unseated positions to close and open,respectively, communication between pipe 22| leading to main reservoirpipe 55 and pipe 2|9 leading to safety control pipe 62, and a diaphragmvalve 336 cooperating with an annular rib seat 331 to open and close theconnection between pipe HI and a pipe 338 leading to the' controllerdevice 321, the valves 334 and 336 being oppositely seated and operatedsimultaneously by a foot pedal 339.

The controller device 321 is also of standard construction and likewiserequires but brief description herein. The removable handle 34| of thecontroller device, when in the normal depressed position thereof, asshown, raises a plunger rod 342 against the force of a spring 343, apivoted lever 34 being thus rocked in a clockwise direction to permit apair of oppositely seating valves 345 and 346 to be seated and unseated,respectively by a spring 341. The valve 345 is effective in the seatedand unseated positions thereof to close and open, respectively,communication between pipe 338 and an atmospheric passage 348, and valve345 is effective in the seated and unseated positions thereof to closeand open, respectively, communication between pipe 338 and a pipe 349opening into the main reservoir pipe 56.

When the handle 34| of the controller device 321 is released, the spring343 moves the plunger rod 342 downwardly to cause it to engage and rockone end of the lever 344 counterclockwise, whereby the opposite ends ofthe lever simultaneously moves the valves 345 and 346 to unseated andseated positions, respectively, against the force of spring 341.

The operation of the system shown in Figures 27 and 28 is the same asthat previously described in connection with the embodiment shown inFigure 1, except in respect to the omitted parts and. in respect to theoperation and function of the controller device 321 and foot valvedevice 328, so that a brief explanation as to the operation of thecontroller device 321 and the foot valve device 328 should suffice torender the entire operation understandable.

With the handle 34| "of controller device 321 in its normal depressedcondition while the car is running along the road and with the pedal 339of the foot valve device in its raised position, fluid under pressure issupplied from themain reservoir 39 (Figure l) to the safety control pipe62, through pipes 56 and 349, past the unseated valve 346, through pipe338, and past unseated diaphragm valve 336, and pipe 2 0. If the handle34| is released, as upon incapacitation of the operator or for any otherreason, the valves 345 and 346 are operated so as to cut off the supplyof fluid under pressure to the safety control pipe 62 and to connect thesafety control pipe to atmosphere to cause a dead mans emergencyapplication of the brakes to be effected, as before described.

The handle 34f may be released without effecting a dead mans emergencyapplication of the brakes, if the pedal 339 of foot valvedevice 328 isdepressed before the handle 34! is released. When the pedal 339 isdepressed, the diaphragm valve 336 is seated to cut oif the atmosphericconnection of safety control pipe 62 through pipes 2H] and 338, andpassage 348 of the controller device, while the valve 334 is unseated tocause the supply of fluid under pressure from main reservoir 36 to thesafety control pipe 62 to be maintained through pipe and passage 22!,past the unseated valve 334, and through pipe 2H3.

It will therefore be. seen that I have disclosed safety car equipmentincluding an improved door control device, an improved combined doorcontrol and sanding valve device, an improved hand operated brake andsanding control device, an improved foot operated service and dead mansemergency brake control device, and novel mechanism for associating ahand operated brake control device and a foot operated brake controldevice to provide optional operation thereby of a brake controllingvalve device, and for interlocking the valve device with a door controldevice. This mechanism, it will be understood, comprises two partsseparately or jointly employable, one part for causing the handle of thehand operated brake control device to remain unmoved in an applicationposition, notwithstanding that movement thereof into applicationposition is yieldingly resisted and that the hand of the operator isremoved from the handle, and the other part for so interlocking eitherthe hand operated brake control device or the foot operated brakecontrol device or both together with a door control device, thatoperation of the door control device to effect opening of any door isprevented unless a predetermined brake cylinder pressure has beenobtained by operation of said control devices, and that release of thebrakes is prevented unless the door control device is operated to effectclosing of all doors. It will be recalled, however, that upon release ofthe brakes, the interlocking part of the mechanism enables the brakecylinder pressure to be reduced to a predetermined pressure less thanthe pressure, required to be attained before a door may be opened,without necessitating the closing of the doors. The interlockingmechanism is also adjustable to vary either one or both of thepredetermined brake cylinder pressures, above mentioned.

While only four embodiments of my invention have been disclosed, itshould be understood that various other arrangements or combinations ofthe constituent elements thereof, as well as various omissions,additions, or changes in the structure and operation of the constituentelements, may be. made without departing from the spirit of myinvention. It is not my intention, therefore, to limit my inventionexcept as necessitated by the prior art and as defined in the appendedclaims.

Having now claim as new and Patent, is:

described my invention, what I desire to secure by Letters 1. In a brakeand door control apparatus, in

combintion, means operative manually to control the brakes, meansoperative manually to control the doors, and means effective, when thedoor control means is in door opening position, to permit operation ofthe brake control means to reduce the degree of application of thebrakes after operation thereof to effect an application of the brakesbut preventing operation of the brake control means to effect release ofthe brakes. 2. In a brake and door control apparatus, in combination,means operative manually to control the brakes, means operative manuallyto control the doors, and means effective, when the door control meansis in door opening position, to permit operation of the brake controlmeans to reduce the application of the brakes to a certain minimumdegree after operation thereof to effect an application of the brakesbut preventing operation of the brake control means to effect release ofthe brakes.

3. In a brake and door control apparatus, in combination, meansoperative manually to control the brakes, means operative manually tocontrol the doors, and means effective to prevent operation of the doorcontrol means to door opening position unless the brake control meanshas been operated to effect at least a certain minimum degree ofapplication of the brakes and effective when said door control means isin door,

opening position, to prevent operation of said brake control means torelease the brakes.

4. In a brake and door control apparatus, in combination, meansoperative manually to control the brakes, means operative manually tocontrol the doors, and means. effective to prevent operation of the doorcontrol means to door opening position unless the brake control meanshasbeen operated to effect at least a certain minimum degree of applicationof the brakes and effective when said door control means is in dooropening position, to permit operation of said brake control means toreduce the degree of application of the brakes but preventing operationof said brake control means to release the brakes.

5. In a brake and door control apparatus, in combination, meansoperative manually to control the brakes, means operative manually tocontrol the doors, and means effective to prevent operation of the doorcontrol means to door opening position unless the brake control meanshas been operated to effect at least a certain minimum degree ofapplication of the brakes and effective when said door control means is.in door opening position, to permit operation of said brake controlmeans to reduce application of the brakes to a second certain minimumdegree but preventing operation of said brake control means to releasethe brakes.

6. In abrake and door control apparatus, in combination, means operativemanually to control the brakes, means operative manually to control thedoors, and means effective to prevent operation of the door controlmeans to door opening position unless the brake control means has beenoperated to effect at least a certain minimum degree of application ofthe brakes and effective when said door control means is in door openingposition, to permit operation of said brake control means to reduceapplication of the brakes to a uniform minimum degree substantially lessthan, said certain minimum degree but preventing operation of said brakecontrol means to release the brakes.

7. In a brake and door control apparatus, in combination, meansoperative manually to control the brakes, means operative manually tocon trol the doors, means effective, when the door control means is indoor opening position, to permit operation of the brake control means toreduce the application of the brakes to a certain minimum degree afteroperation thereof-to effect an application of the brakes but preventingoperation of the brake control means to effect release of the brakes,and adjustable means for varying the said certain minimum degree ofapplication of the brakes.

8. In a brake and door control apparatus, in combination, meansoperative manually to control the brakes, means operative manually tocontrol the doors, means effective, when the door control means is indoor opening position, to permit operation of the brake control means toreduce the application of the brakes to a certain minimum degree afteroperation thereof to effect an application of the brakes but preventingoperation of the brake control means to effect release of the brakes,and means for conditioning the last said means to Vary the said certainminimum degree of application of the brakes.

9. In a brake and door control apparatus, in combination, meansoperative manually to control the brakes, means operative manually tocontrol the doors, means effective to prevent operation of the doorcontrol means to door opening position unless the brake control meanshas been operated to effect at least a certain minimum degree ofapplication of the brakes and effective when said door control means isin door opening position, to permit operation of said brake controlmeans to reduce application of the brakes to a second certain minimumdegree but preventing operation of said brake control means to releasethe brakes, and adjustable means for varying either or both of the twosaid certain minimum degrees of application of the brakes.

10. In a brake and door control apparatus, in combination, meansoperative manually to control the brakes, means operative manually tocontrol the doors, means effective to prevent operation of the doorcontrol means to door opening position unless the brake control meanshas been operated to effect at least a certain minimum degree ofapplication of the brakes and effective when said door control means isin door opening position, to permit operation of said brake controlmeans to reduce application of the brakes to a second certain minimumdegree but preventing operation of said brake control means to releasethe brakes, and means for conditioning the last said means to varyeither or both of the two said certain minimum degrees of application ofthe brakes.

11. In a brake and door control apparatus, in combination, meansoperative manually to eifect application of the brakes to a degree inaccordance with the degree of movement thereof out of its normal releaseposition, means operative manually to door opening position from anormal door closing position thereof,means movable with the brakeapplication means, and means movable with the door control means, thelast two means being so relatively arranged that they move inintersecting paths, the former of the two means being in the path of thelatter to prevent operation of the door control means to door openingposition until said brake application means has moved a certain uniformdegree from its release position, and the latter being in the path ofthe former when the door control means is in door opening position, toprevent return movement of the former and of the brake application meansto the release position thereof.

12. In a brake and door control apparatus, in combination, meansoperative manually to effect application of the brakes to a degree inaccordance with the degree of movement thereof out of a. normal releaseposition thereof, means operative to control the doors, means normallyin a position to prevent operation of the door control means to dooropening position, and means movable in accordance with the operativemovement of the brake application means, adapted upon operation of thebrake application means to effect an application of the brakes, to movefirst a uniform degree relative to the preventing means and then toengage and move the preventing means, said preventing means beingrendered ineffective to prevent operation of the door control means todoor opening position upon at least a certain uniform degree of movementthereof by said last means.

13. In a brake and, door control apparatus, in combination, meansoperative manually to effect application of the brakes to a degree inaccordance with the degree of movement thereof out of a normal releaseposition thereof, means operative to control the doors, means normallyin a position to prevent operation of the door control means to dooropening position, means movable in accordance with the operativemovement of the brake application means adapted upon operation of thebrake application means to' effect an application of the brakes, to movefirst a uniform degree relative to the preventing means and then toengage and move the preventing means, said preventing means beingrendered ineffective to prevent operation of the door control means todoor opening position upon at least a certain uniform degree of movementthereof by said last means, and means for varying the degree of movementof the said last means relative to the preventing means before engagingthe preventing means upon an application of the brakes, and therebyvarying the total minimum degree of movement of said last means requiredto so move the said preventing means as to render it ineffective toprevent operation of the door control means to door opening position.

14. In a brake and door control apparatus, in combination, meansoperative manually to effect application of the brakes to a degree inaccordance with the degree of movement thereof out of a normal releaseposition thereof, means operative to control the doors, means normallyin a position to prevent operation of the door control means to dooropening position, andmeans movable in accordance with the operativemovement of the brake application means, adapted upon operation of thebrake application means to effect an application of the brakes, to movefirst a uniform degree relative to the preventing means and then toengage and move the preventing means, said preventing means beingrendered ineffective to prevent operation of the door control means todoor opening position upon at least a certain uniform degree of movementthereof by said last means, said last means being adapted upon reversemovement of said brake application means toward its release position, tomove first a uniform degree relative to the preventing means and then toengage and return said preventing means toward its normal position.

'15. In a brake and door control apparatus, in combination, meansoperative manually to effect application of the brakes to a degree inaccordance with the degree of movement thereof out of a normal releaseposition thereof, means operative to control the doors, means normallyin a. positionto prevent operation of the door

